Anticreeper for railroad-rails.



n. F. VAUGHAN.

,- ANTICREEPER FOR RAILROAD RAILS.

APPLlQATION mm uzc. I6. 1913.

1,244,145. "Paf el lted 001;. 23,1917. 1 719.2

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To all whom it may concern:

DAVID E. VAUGHAN, OF RIV ERTON, NEW JERSEY.

.urricnnnrnn R RAILROAD-RAILS.

Specification of Letters Patent.

Patented Oct. 23,1917,

Application filed December 1 1913. Serial N 806,963.

Be it known that I, DAVID F. VAUGHAN, a. citizen of the United States, Rivcrton, in the county of Burlington and State of New Jersey, have invented certain new and useful improvements in Anticreepers for Railroad-Rails, of which the following is a specification.

My invention relates to anticreepers for railroad rails, and particularly to anticreepadapted ers of that type wherein a bar employed to extend beneath a rail base is .in conjunction with means on one end of the bar adapted .to engage one side of a .and my rail base and adjustable means on the other end of the bar adapted to engage the other side of a rail base and o 'ierative to clamp the anticreeperto a rail.

The primary object of my invention is to provide an anticreeper of the above general character, with a novel, simple, etlia eicnt and adjustable means on one end of the bar and operative to firmly. clamp the anticreeper to a'[ rail; a. further object of my invention is to construct the bar in a novel manner so that when said adjustable means is tightened the bar may be sprung from a normal condition and caused to exert pressure against the bottom of the rail and to press the parts at the ends of the bar down upon the top of the rail. base and toward each other and against the sides of the rail base. as the bar tends to resume said normal condition; and a. further object of my invention is to construct yarious different partsof the anticreeper in a. novel. manner and advantageous results, as will he hereinafter l'lescribedand particularly claimed.

la the accompanying drawings, illustrating: my invention Figure l, is aside elevation of a. portion of a. railroad rail, :1 portion of a cross tie improved anticrce 'ier applied to the rail.

Fig. 2, is an elevation of in Fig. l. as seen from a, at! one end. of the rail.

Fig. 3. is a view showing one position of the parts during the application of the anticreeperto the rail..

position looking the parts shown residing at U1 obtain various novel Fig. 4-. is :1V viewof a modification of the unli -reopen F771. 5. Is a. view showing one onz n of the parts during the application of the modification shown in Fig. 4 to the rail.

Referring to the drawings, 2 designates a portion of a railroad cross tie and 3 a railroad railfof usual construction. The cross tie 2 forms a stationary --part of the road bed which supports the rail and over which the rail tends to creep under the well known conditions.

My improved anticreeper is applied to the base 4 of the rail 3, and, as herein illus-' trated, is constructed as follows:

Extending transversely beneath the rail 3 is abar 5 comprising two straight portions 6 and 7, a downwardly-extending, centrally-arranged loop 8 connecting the straight portions 6 and 7, a rail gripping part or hook 9 formed on the outer end of the straight portion 6 and extending over one side of the rail base 4, and an end porfrom the outer,

tion 10 extending upwardly end of the straigl'lt portion "4'" adjacent to the other side of the rail base4. The upwardly-extending tln'eaded, and screwed thereon is a rail grip ping part or nut 11 adapted to ei'igage the top of the adiacent'side of the rail base 4. The end portion 10 is inclined upwardly and outwardly with respect to the adjacent side of the rail base 4; and the screw threads on the inner side of the end portion 10 are cutaway as to present to the adjacent side of the rail base a smooth and uninterru tion 10; both for a purpose presently appearing.

end portion 10 1s screw The bar 5 is preferably formed of spring metal (although. this is not essential in all forms of my invention) and the normal con dition of the spring metal bar is as shown in Fig. 3. In the position of the parts, shown in Fig-1. 3. the book 9 is engaged with one side of the rail base 4-, as shown, the top of the straight portion 6 is engaged with the bottom of the rail base 4, the top of the straight portion 7 is spaced from the rail base 4. the inclined inner face 12 ofithc end pni'timrltl above the bottom of the face 9 is engaged. with one side of the rail based, and the bottom of the inclined face 12 is beneath the adjacent side of the rail base. It will, therefore, bereadily understood that it now the nut 11 be turned to raise the end portion 10 of the spring bar parts into the ba r 5 to bring the ppsition shown in Fig. 2, the a will be sprung vertically from its norpted facer12 on the end -por-,

me by and that the bar will be sprun i horizontally from its normal condition, t rough its loop 8, as the bar is raised and inclined face 12 acts to increase the distance between the bottom thereof and the hook 9.

After the nut 11 has been tightened and the parts brought into the condition shown in Figs. 1 and 2, it will be observed that the spring action in the bar 5, in tending to resumeits normal condition, W111 press the part 6 up against thebottom of the rail base 4, will press the parts 9 and 11 down upon,

the top of the respective sides of the rail base, and will press the parts 9 and ,toward each other and clamp the rail base therebetween. It will also be observed. that one side of the rail base will be clampedbe tween the straight portion 7 ofthe bar 5 and the adjustable nut 11.

The spring action in thebar 5 is an important feature of my invention as it compensates for any irregularities between the different parts and maintains all parts of the anticreeper in constant readiness for tion at all times and under all conditions.

hen the anticreeper is applied to the rail 3 adjacent the'cross tie or stationary part I 2 of the road bed, and the rail attempts to base therebetween.

creep, the'anticreeper will engage the part 2 and effectually prevent the creeping of the rail."

In the modification shown in Figs. 4: and

5, the straight portion 7 of the bar 5, in-

stead of having the upwardlyextending end 10,- is v continued outwardly, providing a screvv-threaded end 15 for the bar 5 which is screwed a nut 16; and interposed between the nut 16 and the adjacent slde of the rail base 4, is a rail gripping part 17 having a hole .thereinthrough which the bar extends. The rail gripping part 17 is movable on the bar 5 and has aprojection 18 extending over and engaging the top of the adjacentside of the rail base; and interposed between the nut 16 and the part 17 I is a suitable split nut-lock washer 19, as

shown. It will thus be seen that by tightening the nut 16 the rail gripping parts 9 and 17 may be .forced toward each other from the position shown in Fig. 5 to the position shown in Fig. *1 toclamp the rail \Vhen the parts have been thus tightened, the washer 19 will prevent accidental loosening of the nut 16.

The a uler relation of the bottom face'of the PI'OJBCtiOIl 18 to the upper face of the adjacent side of the rail base 4 is such that when the nut is tightened the bar 5 will be sprungfrom the normal condition. shown in Fig. 5, to the condition shown in Fig. 4; and that the bar will, in tending to resume said normal condition exert an upward pressure against the bottom of the rail and press the rail gripping parts 9 and '17 down upon the top of the rail ba e' i, Al mfwhen the nut '16 is tightened the will permit the ends sprung apart and thereafter cause the spring action of the bar to press the parts 9 and 1 toward ehch other and clamp the rail base,

i ring the loop 8 (ii the bar 5 to be Q 4 therebetween, as the bar 5 tends to resume its normal condition.

I claim:

1. The combination of a railroad rail hay:

ing a'base, and a stationary art of a road bed, of an anticreeper adapte to engage said stationary part and comprising a spring bar extending beneath the rall and having a part engaging thebottom thereof, one end ofsaid' bar havin a rail ri pin part engag ng the top 01 one side o the rail base, a rail gripping plart engaging the top of the other side of t e rail base and providedwithfi means operative to raise the other end of said'bar, said bar being sprungfrqm' a nor mal condition and exerting upward pres sure against the bottom of the rail and pre'ss ing said rail gripping parts down upon the base of the rail in tending to resume said normal condition. e 2. The combination of a railroad railhavfing a base, and a stationary part of a road bed, of an an'ticreeper adaptedto engagesaid stationary part and comprising a spring bar extending beneath the rail and having aft part engaging the bottomthereof and having an upwardly-extending end adjacent one side of the rail base, the other end of said bar having a rail gripping'part engaging the top of the other side of the rail base, and a rail gripping part adjustable vertically on said end and engaging-the'top of the adjacent sideof the rail base, said bar being sprung from a normal condition and exerting upward ressure against the, bottom of the rail an pressing said rail gripping parts down upon the base of the rail in tending to resume said normal condition.

3. The combination of a railroad rail havng a base, and a stationary part of a road bed, of an 'anticreeper adapted to engage said stationary art and comprising a spring bar extending eneath the rail and having a part engaging the bottom thereof and having an upwardly-extending screw threa ded endv adjacent one side of the rail base, the other end of said bar having a 'rail grippi part engaging the top of the other shie d? the rail base, and a rail gripping part screwed on to said end and engaging the top. of the adjacent side of the rail base, said bar being sprung from a normal condition and exerting upward pressure againstvthe bottom of 'the rail and pressing said e il loo its

gripping parts (luWIl upon the. base 01 the rail in tending to resume said normal oondi-' tion.

l The combination of a railroad rail'having a ba e, and a stationary part f a road I said bar 'havinia rail gripping part engagof saic end engaging said 'wardl and outwardly inclined with respect ing the top of e other sideof'the rail base, and a rail gripping part adjustable vertically on sai end and engaging the top of the adjincent side of therai, base the face base being up.

to sai base, said bar being sprung from a normal condition'nnd exerting upward pressure against the bottom of the rail and pressing said rail gripping parts down upon the base of the rail in tending to resume said normal condition.

5. Thecombination of a railrood-railhaving a base, and .a'stationary partof a; road be of an anticreeper adapted to engage said stationary art and comprising a. 5 ring bar extending )eneath the rail and h part engaging the bottom thereof and havmg an upwardly extending screwthreadcd end engaging oneside of the rail base, the other end of saidbar havin a rail grippin part engaging the top of tie other side 0% the railase, and a rail gripping part i screwed on to said end and en aging the top *engegin of the adjacent-side of the rai base, the face of said end engaging said base being up-' warclly and outwardly inclined with respect' to said base, said bar being sprung from a normal condition and exerting u ward pressure against the bottom ofthe m1. and pleading said rail gripping parts down upon the base of the rail in tending to resume said normal condition.

6. The combination of a railroad rail havin a base, and a stationary part of a road be of an anticreeper adapted to engage saidstationary part :1 ed comprisin a spring bar extending beneath the rail am having a part engaging the bottom thereof, one end of said or havin a raibgripping part en gaging one side a? the rail base, and means the other end of the bar and the other sir e of the rail base and operative to raise the adjacent and of said but and sprin' it from a normal condition and cause sa-i bar-to ess parts of-the anticreeper toward 1' 68011-05101 and againstthesides of the railbase and to press parts of the anticreeper extending )eneath the rail and raving a sprin 100 formed therein, means on one end 0 sai bar for engaging one side of the eving a- 'rail base, and means on the other end of the-'nnticmeper down upon the topand u H ottom of the rail base in ten 1, against the ing to resume said normal condition. 8. The combination of a railroad raii haw mg obese, and u. stationary part of a, road bar of' an anticreeper adapted said stationary part a nd comprisin bar extendin beneath the rail an havmgra spring Ioop armed therein, oneend of said bar having, a rail one side of the rail use, and a rail grip mg part engaging the other side of the railbnse. and having an opening therein into which the other end of said bar extends and provided with means to adjust it 'relativel to said bar and thereby spring said her fi 'om a normal'condition and cause said bar to other and against the sides of therail base gripping part engaging" to engage a. spring 1 r and to press parts of the anticreeper down ,7

upon the topnnd u against the bottom of: the rail base in tent ing to resume said normal condition.

9. The combination of a railroadrhil haw ing a base, and 'a stationary part of a road bed of an anticreeper adapted to. engage stationary part and comprising at Salt spring bar extending beneath the rail and having a springloo'p formed therein and having an upwardly-extendingend engage. ing one side of the rail base, the other end of said bar having a rail gripping part engaging the top of the other side of the rail base, and a rail grippin" part adjustable vertieallv on said end an en aging the top of the at j accnt side of the rai base, the face of said end engaging said base being up-' wardly and outwardly inclined with respect to said base, said bar being sprung from a normal condition and pressing parts of the unticreeper toward each other and against the sides of the rail base and pressing parts of the anticreeper dor'vn upon the top and up against the'bottom of the rail base in tending to resume said normal condition.

10; The combinationof a railroad rail gage said stationary part and comprising a spring bar extending beneath the rail and having a spring loop formed therein and having a base, and a, stationary part of a road bed, of an-anticreepcradapted to en-" side of the radbase, and a-rail grippingpart screwed on to said end and'n gmg the top of the adjacent side of the var base, the faoe of-said and engaging said base bc-- ing upwardlyand outwardly inclined with respect to said bafse said bar being sprang from a normal cond tion and prcssmgparts of the anticreeper toward each other and against the sides of the rail base and pressing' parts of the anticreeper down upon the v -topand up against the bottom of the rail base, the other end of'said bar having a rail gripping part en fi ing the top of the other side of the rail ini se, and rail gripping part screwedpn to said end anil engaging vthe top of the adjacent side of neen base' 12. The combinationof a railroad rail having a' base, and a stationary part of a road ed, of ananticreeper adapted to engage said stationary art and comprising a r extending beneatthe rail and having apart engaging thebottom thereof and havin an upwardly-extendin end engaging 011% side of the rail base, t e otherend of said bar having a rail grippin part engaging the top of the other side 0 the rail base,

and a rail gripping iarl; adjustable vertiwhy on said end an engaging the top of base.

13. The combination of 'a railroad rail having a base, and a stationary part of a road bed, of an anticreepcr adapted to engage said stationary part and comprising a bar extending beneath the rail and having a part engaging the bottom thereof and having an upwardly-extending serew-threadml end engaging one side of the rail base; the other end of said bar having a rail gripping part enga ing the top of the other side of the rail ase, and a rail gripping part screwed on to said end and engaging the top of'thc adjacent side of the rail base, the face of said end engaging said base being up- \vardly and outwardly inclined with respect "to said base.

In testimony whereof I afiix my signature in presence of two witnesses.

DAVID 1 Witnesses:

S. 1-. Hanna,

A. V. Gnonrn. 

